Safety control for track switches



H. A. BROWN SAFETY CONTROL FOR TRACK SWITCHES Filed June 8, 1944 June 7, 1949.

Patented June 7, 1949 UNITED STATES PATENT OFFICE 2,472,063 SAFETY CONTROL FOR TRACK SWITCHES Henry A. Brown, Cleveland, Ohio Application June 8, 1944, Serial No. 539,329 13 Claims. (Cl. 246-227) My invention relates to improvements in the automatic operation of electric track-switches employed to direct railway cars either along the main track or ontoy a branch track at a turnout in a railway system.

The primary object of my invention is to provide a safety control for the automatic operation of track switches that will reduce' tor a minimum the accident hazard often encountered in the automatic operation of electric track-switches.

A further object of my invention is to provide a safety control that. is particularly applicable to the automatic' operation of track-switches at left-hand turnouts, in which the branch track for the cars moving. in one directionalong the main track` intersects` the other main track for the cars moving in the opposite direction.

Another object ot my invention is to provide a control that will automatically operate the track switch for the main track when a car approaches the turnout at .a speed greater than a predetermined amount.

Another object of my invention is to provide a control that will require a car either to be brought to an absolute stop in advance of the turnout or to approach the turnout at a speed less than a predetermined amountv in order to automatically operatek the track switch for the branch track.

Another object ofmy invention 'is to provide a control that will automatically restore the track switch for the main track after a car approaching the turnout has operated the track switch tor the branch track, and a car moving on the other track enters a predetermined portio-n of its track inA advance ofv the vintersection of the branch tra-ck therewith.

Another object of my invention is toprovide a control that will automatically operate the'track switch for the main track when a car approaches the turnout after a car on the other track has entered a predetermined portion of its track in advance of' the intersection of the vbranch track therewith, regardless of whether the car appreaching the turnout per-forms the required operations to operate the track switch for the branch track.

Another object -o-i my invention is to provide a `control that will prevent an automatic restoration of the track switch the car on the other track enters a vpredeterminedportion-.oi 'its'track 'in advance of the lintersection of the 'branch car is moving overthe track switch branch tracki and onto the tor the main track when track therewith while a The advantages of these and other objects will become more apparent as the following descrip tion is read in connection with the accompanying drawing, in which the single figure is a schematic drawing showing the electrical connections of one embodiment of my safety control and the location of various trolley contact devices employed to operate the control.

The control shown in the accompanying drawing is one of the preferred embodiments of my invention, which employs trolley contact devices to control the operation of same. However, it is to be understood that the objects of my invention may be embodiedincontrols that are operated by devices other .than trolley contactors, as, for instance, track circuits, track instruments, photo electric controls,A or any of a plurality of well known devices that will elect the operation of relays when a car either enters or occupies a predetermined' potion of track adjacent a turnout. It is also to be understood that although I have illustrated electromagnets fol" operating the track switch, other devices may be .employed to operate the track switch without departing from the spirt of my invention, as, for instance, an electric motor or an electro-pneumatic switch machine. It is also to be understood that although I have shown 'but one electrical circuit to illustrate the operation of my invention, I am not to be limited to this specific embodiment other than by the appended claims, as the objects .of my invention may vbe embodied in other electrical circuits without departing from the spirit of my invention.

To present clearly the'operation of the embodiment of my invention'illustrated'in the ligure, I have conveniently divided the description into tive` parts, namely:

General, lwhich presents the general relation of trolley contactors and their operative functions;

Circuit changer, which `presents the operation of relays 1, 8 and 9 employed to control directly the circuitsconnecting the electro-magnetsS and C of thetrack switch;

Safety control, which presents the operation of relays I, 2 and 3 employed to provide .the enforced stop feature.; automatic restoration ofy the track switch `for the main track Aby a car approaching the intersection on the Opposite track; and the"locking feature, ,which prevents an automatic operation or the track switch for the `-branch track -when a car approaches the turnout after a car on the other track has en- "ter-ed a predetermined portion of its track in advance of the intersection of the branch track therewith, regardless of whether the car approaching the turnout performs the required operations to operate the track switch for the branch track;

Counting device, which presents the operation of relays 4, 5 and 6 employed to control the operation of relay 2 as long as a predetermined portion of the track in advance of the intersection of the branch track therewith is occupied by a vehicle; and

Power failure relay, which presents the operation and function of relay I0.

Part 1.-General In the figure, the solid lines T and TI represent the overhead trolley-wires of a main line of an electric railway, and the solid line T-2 represents the overhead trolley wire of a turnout for the main line employing the trolley wire T. As is well known to those skilled in the art, the trolley wires are connected to a positive feeder, and the track rails connected to a negative feeder and the earth. The propulsion current for the car operating on the track rails is received from the trolley wire via a current collector W, and the return connection to the track rails is completed through the wheels of the car engaging the track rails.

A conventional track switch is installed in the track rails at the turn-out, for directing the car from the main track onto the branch track of the turn-out. In the figure, the light lines to either side of the trolley wires T and TI represent the track rails of the main and branch tracks at the turn-out, and the electro-magnets S and C are mechanically connected to the movable tongue of the track switch via a connecting link 24. Energization of the electro-magnet S operates the track switch for the main track and energization of electro-magnet C operates the track switch for the branch track.

A switch-operating contactor is installed on the trolley wire T, and the contactor is usually placed on the wire so that the distance B from the entering end of the switch tongue to the entering end of the contact strip II is six feet greater than the horizontal distance from the forward bumper to the current collector W on the longest car.

The switch-operating contactor consists of a rigid contact member I 9 and a flexible contact member II, and is constructed so that the current collector engages the contact members I9 and II in passing the same. The construction of such a contactor is well known to those skilled in the art, and may be of the type shown in United States Patent No. 2&76101, issued to S. S. Stolp et al. on April 6, 1 7.

A trolley contactor having a flexible strip I 0 is positioned on the trolley wire T in advance of the switch-operating contactor, and this contactor is arranged so that the strip I0 is electrically connected to the trolley wire T via the current collector W when the collector passes the strip IU. The contact strip is positioned on the trolley wire T so that the distance A from the entering end of the contact strip II to the entering end of the strip I0 is less than the horizontal distance from the forward bumper to the current collector W on the shortest car. An average distance of feet for the distance A will enable the cars to come to a stop or operate at a condisengages the trolley wire T and siderably reduced speed while the collector thereof' is operating between the contact strips I [l and I I A trolley contactor having a movable member I2 is positioned on the trolley wire T between the switch operating contactor and the turnout. The movable member I2 is electrically connected to the trolley wire T and normally electrically engages a stationary Contact 2D. The movable member I2 is positioned on the wire so that the. distance C is equal to the horizontal distance from the front axle to the current collector on the longest car. In other words, the Contact member I2 is positioned so that the coil relay 3 is de-energized and its contact arm 5l out ol engagement with contact 58 before the front wheels of the car move beyond the tongue of the track switch. This arrangement permits a caron the other track to restore the track switch for the main track while the collector W is moving between the strip I I and member I2, and prevents this restoration operation after the contact arm 5l of relay 3' disengages its contact 58.

Six trolley contactors are mounted on the trolley wire TI. The contactors having contact members I 3, I4 and I6 are similar to the contactor' having the contact member I2, and the contactors having the contact strips I 5, I1 and I8 are similar to the contactor having the contact strip IU.

Preferably, the contact members I3 and I4, and the contact strip I5 are mounted end to end as illustrated, and the distance D must not be less than the longest horizontal distance from the current collector W to the rear end of the car.

Likewise, the contact member I6, and the contact strips I'I and I8 are mounted end to end as illustrated, and the distance E for the three-car counting system consisting of relays 4, 5 and 6 must not exceed three times the length of the shortest car. The distance E can be increased or decreased by arranging the counting system to register the number of shortest cars that can occupy the distance.

Part 2.-Circuz't Changer The circuit changer consists of relays l, 8 and 9, and these are employed to control the energiza tion of the electromagnets S and C.

Relay 'i has a normally-energized high-resistance operating-coil and a copper slug or sleeve I'I for retarding the release of its Contact arm 45 following the de-energization of its operating coil. In this respect it is to be understood that the copper slug 'Il is constructed and arranged on the core of the relay I so that the raising of the contact arm is not materially affected. Such a relay is well known to those skilled in the art as a slow-release quick-pickup relay.

Contact arm 45 of relay 'I normally engages contact 46, and is provided with a magnetic blow- 'i out for interrupting the relatively heavy current broken .between the arm 45 and contact 46 as symbolically represented by element '18. When the coil of relay 'I is de-energized, the contact arm 45 engages contact 47.

Relay 8 has a normally-de-energized, highresistance operating-coil, and a relatively low resistance holding-coil HI that is arranged to be placed in series with the current ilowingr to the electromagnet C. Normally, contact arm 4S of relay 8 .disengages contact 49 and contact arm engages contact 5I.

Relay 9 has a low-resistance operating coil KL consisting of a few turns of number G magnet coil wire, and this coil is adapted to be placed in series with the current flowing to the propulsion .contact 1,3 and motors of thecarywhen:theioollector ,engages ,current flowing toithefelcottromagrrotas- Also, relay '9 has fa 4norn1,. al ,-lyde-energizerl, high-,resistance -coil qthat ,is energized y,When ythe collector W .engages ,the x,cecilia-ot lmember 1H daefore the armature 3B of l,relay dise.neoges lcontact 4o; or when a collector W .engages :Contact member i8 with armature ,of relay `engaging 'aamature 1,51 of relay 3 vengaging contact 58;; or when thefcollector W engages the contact member after the armature lifof ,relay y| engagescontact -39 wtharmatule aloft-e- `lay 2 engagingcontaoofi. The operationlof the high-resistance coil .of relay 9, and -thevfcirouits involved in the aforesaid operations .will the vdescribed more completely under :the .description of relays ,:2, 3fand-i4,;5f|.

Normally, contactarm ,4,| vof :relayodlsengages contact 42, and 'contact `arm A3.-engagescontact 44.

Resistances .30 land ,3| are relatively high and are of such vvalue that the :currents flowing through them will fnotienerg-ize .the electromagnet S suniciently to-proyideanoperation-of the track switch.

vAs horeinloefore mentioned, the operating lcoil of relay J :is ,normally energized in a ,retaining circuit extending nfrom the positivetroileyf'wire T, through `wires ,915' vand d2, resistance-39, -wixe |69, coil of relay l, wire 44.0 contact .arm 43,.,of relay 9, Contact 4,4, wir-e Jil-1,4, contact ,5J of,relay o, vContact arm 50, wires ||5 .and mi, resistance 3|, wire m4, yelectrornagnet S, wire :t0-1 :to the negative orground returnfGr.

From the .foregoing I it will be :apparent that an operation of yeither lrelay `8 l or :9 will onen the circuit of the operating coil of ,rela-y1, yia ,the disengagement -of .50m-| .or 43--44, and; devenergize .the same. By reason of the reta-Editie device 'i1 `or relay 7|, ythe contact arm AS-.ytill-dish engage contact 4,6 after :a ,short l.period ,ottime and engagezoontact l4l. Theretole, when the-crcuit of the operating .coil `'of relay 7|. isfagancom.- pleted by the engagement yoi.lt3.,r4l| and 50K- 54, a pickup circuit for relay ,1 is cov ,nleted:from the positive trolley 7l* through` wires ,9L-a2 andw93, contact arm '.45 of relay fl, Contact 41, wiresl and tile, operating tcoil `of Arelay 1x, wire 4410 contact-arm 43,'contact 44, wire |-I,4 contact .-ilooollftact arm `50Wi1'es A|15 and titl, resistance 3.1 Wire |04, -electromagnet S, Wire Ill-1 tothe nogatiue return G.

Since relay l isa relatively ,q1-lick pick-.up ne lay, contact arm ..45 .will immediately .disengage contact y41 and .engage .contact 46, whereupon .the aforesaid retaining circuit for the operating coil 0f relay l via resistance 3o-will .become effective.

Relay `3 has .a Very lowfresistarloe. Operatingcoil KL which Vis Aselectively connected 'in series with the propulsion motors M of the car., when the collector W engages Athe Contact Vmember |-9. This selective energization of the coil is ordinarily referred 'to as power-on and poweroff operation. Thus, when the 'car A*seperated with power-on the propulsion motors'M asthe collector W engages the contactrnember d; the coil KL is Ienergized sufficiently; to, raise .armatures di and 43. Likewise, whenth oafl'fisionr erated with powerf-off `they propulsion Airlfiiors M, as the collector W engages the, contact inem her i9, the coil 'KL is not .energized zsufmoiently' to raise armaturesM and kleven. though :thtv` r4,5 Obviously, the .energization currents .of the .car lights @L .and heatersK through the coil KL at such time. The fp owov on and -;power;off :operation of the `fpronnlson :motors M' ,-is 1controlled :by the nmotor .controller J :carriedby the car.

Accordingly. when .the .car is ,operated with power-on the fear .motors zand the :collector W assin engagement ,with the contact member EL, the coil KL is .energized in `a orcu-textending 'orn the trolley wire T, .through Wire B;|...;tn1fl wire ol, contact member 4.9, current collector motor controller J, propulsion l,rnfotors 1M to the `negative return Likewisa since 4,the 'lights L and. heaters K lare `electrically .connected in multiple ywith ythe controller J :and ,propulsion motors M, the circuit of the coil KL will also .entend to the negative return G through leachk of these branches.

The -aforesaid energization lof zcoil will raise armature 4B-.out of engagement with-contact 44 yand armature I4|. into engagement with contact y4,2, 'whereupon .a circuit is .completed for energizing lthe track switch electromagnet s and the low-resistance holding-coil I-I of relay 9. The latter circuit .is completed from the trolley wine T through wires 9i, -92 and .93, armature A|55 lof relay ltfcontact 46, wires and I2, armature 41| lof .relay 9, contact 42, wire |02, holding .coil H-.of relay 9 wires |03 and |84, electromagnet wire lLl!! tothe ,negative return G.

1t will be noted that the operation of relay .S also disengaged armature Vi3 from Contact 44, .which .opened the circuit `of .the operating coily of. relay ,'l. Thus, as described heieinbefore, armature of relay 1 will releaseafter ashort ,interval of time .and .disengage contact 4G, whereuponthe aforesaid circuit for energizing the .electromagnet S .and holding-coil H will ,be opened and the armatures 4| and .A3 will .restore to their normal positions. Accordingly, .as soon as `armature "43 of `relay :8 ,restores .into engagement `with contactA 4.4, lthe .operating coil ci relay 1 will be .energized and .the .armature -45 will restore into engagement vwith Contact 46. .as described hereinbefore.

of electromagnet S main-track, if the track switch was positioned for the turnout, or retain it loperated forv the switch had been previously operated to this :5.0 position.

-5 5 lector 'W engages It is to be particularly noted thaty as 'long :as operating cur-rent flows to the electromagnet .S via Iarn'iature 4|, wire v'toll is Aheld substantially at positive potential, Therefore, when .the .,co'l' member 15|, the high-resistanceoperating-coil .of relay. not; be energized, as ulooth of the electrical 'connections tothe-:operating-coil will '.be at substantial'l-ythe same potential.

tloytfever, when the .collector W engages the contact' irnemlloer 1.9 with power-off the ipltonul` sion motors .of .the vehicle, relay i9 will not onor'- ate, thus permitting relay 18 to operate when'fthe collector W subsequently engages the 'contact member M, proyidinghowever, 4that the speed or the vehicle has been reduced sufciently l,to permit relay 2| to operate. lThe circuit` providing the .operation .of relay 8' is `completed from. the trolley lwire T, wire i9 l, Acoil KL, wire 9T, Acontact member 11:9,.coilector W, .contact member :I lawines'. 83 and 84, `armatti-'re :218 loire-lay 1|, contact 39, wire 88, contact 5G of relay 3, yarmature r5.5, wire 8.9;, armature 52 :of relay :2, contact 54, wire 1,99, throne-h themen-resistance .operating-coil A,01E l re.- lay :8, wires Hl0-and im, resistance :34,l -wireky 404;.

electromagnet S, wire |01 to the negative return G.

Upon completing the aforesaid circuit, the high-resistance operating coil of relay 8 will be energized, and the armature 59 will disengage contact 5I and armature 48 engage contact 49.

The engagement of armature 48 and contact 49 will complete a circuit for energizing the track-switch electromagnet C and the low-resistance holding coil HI of relay 8. The latter circuit is completed from the trolley wire T, through wires SI, 92 and 93, armature 45 of relay 1, Contact 46, wires III and II3, armature 48 of relay 8, contact 49, wire I 05, holding coil HI, wire I 06, electromagnet C, wire I 01 to the negative return G.

It will be noted that the operation of relay 8 also disengaged armature 5U from contact 5I, which opened the circuit of the operating coil of relay 1. Thus, as described hereinbefore, armature of relay 1 will release after a short interval of time and disengage contact 48, whereupon the aforesaid circuit for energizing the electromagnet C and holding coil HI will be opened and the armatures 48 and 50 will restore to their no1'- mal positions. Accordingly, as soon as armature 50 of relay 8 restores into engagement with contact 5I, the operating coil of relay 1 will be energized and the armature 45 will restore into engagement with contact 46, as described hereinbefore.

Obviously, the energization of electromagnet C will operate the track switch for the branch track, if the traes-switch was positioned for the main track, or retain it operated for the branch track if the switch had been previously operated to this position.

It is important to note that the operation of relay 8, when the collector engaged the contact member II, was dependent upon armature 38 of relay I engaging contact 39, armature of relay 3 engaging contact 56, and armature 52 of relay 2 engaging contact 54. Accordingly, reference is made to part 3, which describes completely the operation and function oi relays I, 2 and 3.

Part 3.-Safety control In the description under Part 2, it was observed that the energlzation of the electromagnet S was obtained, when the collector engaged the contact member I9 with power-on the vehicle motors, and that the selective energization of the electromagnet S by a vehicle approaching the track switch was not dependent upon the operation of relays I, 2, 3 or 4, 5, 6. However, it was observed that the energization of the electromagnet C not only required the vehicle to operate with power-0E the vehicle motors in passing the switch-operating contactor, but depended upon the operating condition of relays I, 2 and 3, when the collector W engaged the contact member I I.

In the description under Part l, it was pointed out that the collector W engaged the contact member I0 before engaging the contact member I I, as the vehicle approached the track switch.

Normally, a light current flows through the operating coil of relay I, which current is insufcient to operate relay I, but suicient to retain the relay in operating condition.

The retaining circuit for relay I is completed from the trolley wire T through contact member I2, contact 20, wire 82, resistances 21 and 28, wire 80, through the operating coil of relay I, wire 8I to the negative return G.

Thus, when the collector W engages the contact member I0, a pickup or retaining circuit is completed which passes a heavier current through the operating coil of relay I and places the relay in an operating condition, whereupon the aforesaid retaining circuit becomes eiective to retain armature 38 engaged with contact 39.

The operating circuit for relay I is completed from the trolley wire T through the collector W, contact member I 0, wire 19, resistance 28, wire 8U, operating coil of relay I, wire 8| to the negative return G.

Relay I is a retarded pickup, quick-release relay, thus, a predetermined period of time will elapse before the armature 38 disengages contact 40 and engages contact 39.

In this respect it is to be understood that relay I is a conventional re-settable timing-device, in which operation is started by a pickup or starting circuit, and maintained operating by a stick or retaining circuit, until the retaining circuit is opened. Thus, when the starting circuit of relay I, via wire 19 and resistor 28, etc., is momentarily energized, the relay is placed in operation, whereupon the retaining circuit, via wire 82 and resistor 21 etc., becomes eiective to retain the relay operating, until the retaining circuit is subsequently opened at contact member I2. commercially, relay I is known as a slow-pickup, quick-release, relay. Therefore, the armature 38 does not disengage contact 40 and engage contact 39 until the retaining circuit has been continuously eiective for a predetermined time after the energization of the pickup or starting circuit. Thus, as well understood in the art, the slow-pickup, quick-release feature is not associated with the operating coil, but with the armature 38 to delay the operation of the respective contacts. In practice this is ordinarily accomplished by ccndevice directly to the armature 38, and driving the armature 38 through a, spring, which is placed in operating tension when the pickup circuit of the operating coil and retained in operating ension by the retaining circuit of the operating coil, until it is subsequently momentarily opened.

The relay I employed in the figure, has an airdash, timing-device mechanically connected to high resistance retaining circuit does not sufciently energize the operating coil to operate the magnetically operated armature of the relay. However, when the pickup circuit is energized, the magnetically operated armature is operated, and the retaining circuit becomes eiective at once to retain the magnetically operated ai'mature in operating condition. Thus, the spring is biased, and the tension thereof operates the contact arm 38 against the retarding action of the air-dash timing-device connected thereto. After a predetermined time, armature 38 disengages contact 4D and engages contact 39; remaining in this condition until the retaining circuit is momentarily de-energized, whereupon the magnetically operated armature and contact arm restore to their normal positions.

As hereinbefore mentioned, relay 3 is also a retarded-pickup, quick-release relay, and it therefore is to be understood that the construction and operation of the contact arms 55 and 51 geradeais the same as that'y specifically-described above for the contact'arm38 of relay I.

As mentionedy hereinbefore, thetime per-iod'of relay I is sufficient either' to compel the vehicle to be brought to a stop before passing the switchoperating contactor or to'require its operating speed to be reduced to a safe operating condition before receiving an operation ofthe trackswitch for the branch track;

Thus, a vehicle operator observing this condition, when operatingbetween the vcontact 'member I!! and the switch-operating contacter, will reduce the speed of the vehicle and permit a sufficient amount of time to elapse before passing the switch operating contactor' so-as to be branch track.

Accordingly, the aforesaid condition,`

if the vehicle operator observes and desires to operate is operatedy with power-o vthe vehicle motors in passing the'svvitch operating contacter, and

the track switch Will loperate for the branch track as described invpart 2, providing however, relays 2 and 3 arein theirrnormal positions, when the collector W engages thecontactmember I I.

Thus, when thecurrent collector engages the contact member II, a circuit is closed either through contact 39er 40, depending upon the operating condition of armature' 38' of relayv I.

it will also be observed'that, when the collector engages the contact member I I, a circuit is completed for operating relay, 3, thecircuit being completed from the trolley wire T through wire QI, coil KL, wire 91, contact member I9, collector W, contact memberl I I, wire83, resistance 25, wire d8, operating coil of `relay 6, wire I4I 'to thev negative return G.

The aforesaid energization of the operating coil. of relay 3, raises armature 55` out'of engagement with contact 56 and armature 5'I`out orv engagement With contact 59 and into engagement with contact 58.

However, as mentioned in Part 1, relay 3f is a retarded-pickup, quick-release relay having, a time period sufcient to assure operation of relay E before armature 55vl disengages contact 56.

Therefore, the aforesaid operation of armaturesA 55 and 51 will be delayed for a short period of" time after the energizationof the operating coil of relay 3.

Normally, a light current flows throughthe operating coil of relay"3, which' current is insufficient to operate relaySbut'suflicient toretain the relay in operating condition.

The aforesaid retaining.l circuit for relay 3 is4 wire T through conwire 82, resistance 26 completed from -the trolley tact member I2, contact-20,

and 25, wire 98, operating. coil of relay 3, wire I4I- to the negative return G;

lt is to be noted that current flowing through is insuicient to operate it 'butsuiiicient to retain it in operating condition.`

The retaining. circuit for relayY 2' is completed from thetrolley Wire TL-I through contact member Ill, contact 22, wire. |33, wire |34, armature bei, contact 65, wire II'I',l' resistances 33 and 32, wire I I8, operating coil of relay-2,4 wire I IQfto the negative return G;

relay-Zialso has a light The operating cireuitffor'relay 2' is completed through the current col-- from the trolley wireeTI lector-W; contactmember' I 8'; wire I 2li,` armature l2; contact '13;wire I2I,? armature f5?, contact 59";

permitted to operate selectively the trackA switch forl theY its operating .coil :which wirey |22", resistance 3,52%,.wlre1. I-l'v, operating coil of relay 2; wire Ilto 4the v.negative*return G:

Thus, when a-currentcollector W'engages con-y tact member I8 before` a collector engagesthe contactmember-"I'I, relay- 2 isi-operated, and armature 52-'i`se'raisedfout Uf.- engagementlwith contact 5'4- andintfoengagementawithf contact" 53; thus' disconnect ontact'l'member' II; afterA a engaging-the contactimcmbferff't completes' acir-4 cuit either through-contact"'4 &o "relay I to. operate relay 91"toc-aligningjtire-tract: switchfor lthey main track, or'througlhcontactf'39"to' operate relay 8*'to selectivelyaligrrtle swithiior the branch tr ackg' providing tlievelcle "isf operating. powercir thepropulsion' motors. attrici-time, the c01- ieetor engagestheiccntaetmeniber'I Il.. Likewise,

substantially slmultneouslywith they aforesaid' operationof relays; afer-9^ oni 'they contactfmemb er Il; relay-31'isoperted,,and'armature 5.1' is broughtiintoengaeement with eonta'eti'- Therefore; ifa5collector engages' the contactu ierribery E81. afterfa-collectorhas-ensased the contact member II andibefore' the latter c01-A lector engages contact. member Iz, a circuit? is completed"fromthecontactiraember I8 for operating* relay s* to align triey track'. switch. for the.

maintrack The latter Vcircuiti being. completed from thetrolley" wirelv li-I through the; collec..

thevehicle'l operating rom the," trolley.- vvire T entersthe'trackswitch;v will align the track switch for the main track and. thus avoid a collision.4

If, however; thevehiele operating from the trol leywire Thadlenteredithe track switch,.beforeA the collector-'engagedtl'leconta'ot'member I8,` relays-l andrai would ve" en restoredfto. theirnormal positions; and' llWeng-agement'of the collector W Wth they @enteren-member. IBI would I2 I land |22' asdescrlbed, completely'.-hereinbefore.

Thus l relay 2 remains operated-ias, long. as. a vehiclel occupies* that portion. of the track between i the contact'memcers mend-*ISI- Therefre; any'flicwmgivehicle operating `from the trolley `wire""l', wlloperate 'the .track :switch for the maink trackl regardless of` whether. the

. vehicle operator observesthe required` time fac-` the. vehicle'. motors in y passingf. the switchoper-- ating contacter, yas described.. hereinbeforeunder 4the description ofoperation .for relay 2.

the contact member'nf the member is moved out 951 Therefore; whena` cole' the collecterI thereof" engages.' the collector engages of engagement with contact 26 and the retaining circuits completed therethrough are opened and the relays and 3 restore to their normal positions.

Obviously, therefore, if a vehicle approaches the track switch at such a speed wherein the collector W after engaging the contact member I0, engages the contact member before the relay I operates, will complete a circuit via contact 40 for energizing the high resistance operating coil of relay 9, and thus align the switch for the straight track regardless of whether the vehicle is operated with power-olfl in passing the switch operating contactor.

Part 4,-C'ountzng device The counting device includes relays 4, 5 and 6, which relays are employed to control the operation of the lock-out relay 2 described in Part 3.

As mentioned at the outset of the specification, the counting device is employed to operate and retain operated relay 2 as long as a vehicle operating from the trolley wire TI' occupies that portion of the track designated by the character E.

Relay 6 is normally-operated and released to count-in the rst vehicle; relay 5 is normallyreleased and operated to lcount-in the second vehicle; and relay 4 is normally-released and operated to count-in the third vehicle. Therefore, when 3 vehicles occupy the ignated by the character E, the rst vehicle leaving the track; relay 5 released by the second vehicle; and relay 6 restored to its normally-operated condition by the third vehicle leaving the portion of track.

Similarly, when two vehicles occupy the aforesaid portion of track, relay 5 is released by the first vehicle leaving and relay 6 restored to its normally-operated condition by the second vehicle leaving the portion of track.

Likewise, when only one vehicle occupies the portion of track E, relay 6 is restored to its normal operating condition, when the vehicle leaves the portion of track. Obviously, when following cars enter the portion of the track E as the prethe relays 4, 5 and 6 are operated in their proper sequence to register properly the number of cars occupying the portion of track E.

Accordingly, having pointed out the operating sequence of relays 4, 5 and 6, it is believed that the description of the operating and restoring circuits for each of the relays will enable those skilled in the art to ation under repeated operation.

As aforesaid, the operating coil of relay 6 is normally energized, thereby holding the armatures 68 and I0 out of engagement with their re- The circuit normally retaining the operating coil of relay 6 energized is completed from the trolley wire T-I through the contact member i6, contact 23, wire |28, resistance 37, Wire |29, operating coil of relay 6, wire |30, resistance 36, wire |21 to the negative return G. The current ilowing in the latter mentioned circuit is relatively small, and is sufcient to retain the relay 6 operated, but insufcient to operate it.

Therefore, the circuit for normally restoring the relay 6 to an operating condition is completed portion of track desfrom the trolley wire Tl through a current collector W, contact member I5, wire I3|, armature 62 of relay 5, contact 63, Wire |32, operating coil of relay 6, wire |36, resistance 36, wire I 2'I to the negative return G. Accordingly, when the latter circuit is completed by a collector engaging the contact member l5, relay 6 is restored to its normal operating condition and the retaining circuit via contact member I6 becomes effective to retain the relay in its operating condition. Obviously, therefore, when a collector W engages the contact member I6, the member disengages contact 23 and relay 6 releases.

However, before the collector engages contact member I6, the contact members I8 and are engaged in sequence.

As described in Part 3, relay 2 is operated when a collector engages the contact member I8, provided, however, relay 6 is in its normally operated position. If, however, relay 6 is released, armature I2 engages contact 'I4 and a connection is made to contact 6l of relay 5. Obviously, therefore, relayll cannot be operated from contact member I8, until relay 5 operates.

Accordingly, When the collector engages contact member |7, no operation takes place unless Normally, a light current flows through the operating coil of relay 5 which for relay 5 is completed, the retaining circuit for relay 5 will become eii'ective. The retaining circuit for relay 5 is completed from the trolley wire TI through the contact member I4, Contact 22, |25, coil of relay 5,

Obviously, therefore, when a collector W engages the contact member I4, the member will disengage contact 22 and relay 5 will restore to normal. However, ii relay 4 is operated, armacolthrough armature 60, wires 95, 94, 93, 92 and 9| to the trolley wire T, which wire is the same potential as the trolley wire TI.

Therefore, when relay 6 is released and relay 5 operated, relay 4 will operate, when a collect-or W engages the control member I 8.

The operating circuit for relay 4 is completed from the trolley wire T| through the current collector W, contact member I8, wire I 20, armature 'i2 of relay 6, contact 14, Wire I 40, contact 61 of relay 5, armature 66, wire |39, operating coil of relay 4, wire |38, resistance 36, Wire |27, to the negative return G.

Normally, a light current ows through the operating coil of relay 4 which is insufficient to operate it but suiicient to retain it in an operating condition. Therefore, when the aforesaid operating circuit for relay 4 is completed, the

armature. t andcontact Methereby permitting-fcontact member i4. Releasingelayr.engages,

armature 0.2, and contact63; therebyfpermitting relay 0 to restoretoits operating,conditionwhen a collector engages, the contactmernber l5.A

As described hereinbeiore,v thegxetaningf-circuit for relay 2 isl completedI throughycontact `22gand* contact member Ill. Therefore, When-,acollector engages contact vmember |5,-land:.restores relay 0'` to normal, armature ll0 ioi y relaygawill disengage contact 1|, and thus permit-y relayK-Z to release,`

when the collector subsequently,engagesgthe, contact member I4.

In this respect, itis to vbenoted that/theengagelment of armature 100i relay 0.',and'contact 1| connects Wire H1 directly tothetrolley Wire T, thus preventing relay, 2.f,rorn releasing Auntil the relay E is restored to its norma-1 operating; condition. The circuit connectingfwre. ll1y toy the trolley wire T, whichis ther same potential as` trolley wire Tl, is complctcdpfrom, wire ||1', through wire H5, contact 1|, |55, 90, 94, 03, 92,v and 0| tothetrolley Wire T.

Part 5-.-Power failure relayv Oittimes power is temporarily. removed from the trolley Wires T. and T I, and sincejtherelay 0 is normally-operated, Larelay |0,is incorporated to restore relay 6 to. its. operatedconditionin the event power is temporarily removed from the` trolley Wires.

However, in prese-nt ,day loperation of. electric street railways, power so.v infrequently kleaves they trolley wires thatrelayfl-.maynot be necessary. Therefore, the, use of relay |0 is-entirely optional, depending upon operating requirements,

Relay l0 is normally operated, and armature m5 and |40 normally disengage their respective contacts |44 and |50.v Thewcircultnormally-energizing the operating coiL-oi relay..A |0-is completed from the ,trolleywiresT through wires; 9|, lli-1., operatinmmotrelay "1;,

s2, es, 94, et, |43, wire |48, resistance |52, wire 53 :tofthe negative return G.

Relay lu is a retardedfpickup. @mick-release relay. Therefore, whenpowerleaves,- the trolley wires T and` Tl, relay |655 and M9engagetheir,respectivefcontacts |44 and |50. Accordingly, when power restoresto the line, current flows nomine-trolley wireT through Wires 9|, 02, 03, 94; 9E, M3; contact |44, armature |45, wire.|ll6,y coil oi-relay -6, wire|30, resistance 36, wire |21 tothey negative return G.

The aforesaid circuit 4restores relay `6 to its, norl mally operatedcondition.;l Afterj ashort f1 interval of time relay 6 Will1,restore-toits, normallyoperated condition and. armatures i and |49 -will disengaec their. respective: contacts.: noted that armature.- |40 engagingicontact shunts resistance |52: Therefore,l aheavieroperating current flows :through the coil l'oi relayA I0 until the armature |49 dlsengages contact |50.

Havingvthus described thy-invention, I'claim: 1. In combination withl a roadrsystem includ;

uit will; bcorne ,armature 10, fwires l0 releases andarmatures.

Itzis tobeitermining means in accordance a vehiclef.z from; the junction;

ine.; offroad termine: an approach. tofaiiunction; having branch roads extending-therefrom; di#v rooting; means;` for trac including: meansior determi-ning the branch road -thatlmay betaken byy control means: see leo-tively opera-.ble frornthe veliicleior;4 controlsv ling ,selectively the operation of the determiningf meanSi': and .means supervising; the se1ective;aop.- eration; ofithe; determining." means,l said soner-I visoryrmeans operatingk response `to -.a.--.ve1n'c1e.f entering, a; xed, 'portion oiV the approachnroadis. and r utilizing4 any period of time ,gre-ater'thanaat. certain; predetermined period oi: substantial dufrationin ,passing over anotherportion or theape preach ,roadin` advance ofthe said iixed.portion; to :operate the determiningfmeans in accordances with `the selective, operation of the controlmoanan and: inmesponsc. toa vehicle. enteringr thetsaidi fixed portionand-utilizing any period of time less than` the aforesaid predetermined.' period-in passe.- ina over theV said another portion of the approach i road,; to. operate-y the determining f means indeK pendently ofthe control means todirect. passage-f ots the vehicle onto a predetermined.one of the-1' branch roads,

21 In combination with a road systemrmclud ingv a.- road forming an approach to sa junci'iion-L havingV branchroads extending therefrom;v die.. recting .means vfor traino including means -ior1 demA termining the branch roadrthatfmaybe taken` by a vehicle from thev junction; control meansM selectively operable. fromI the vehicle-torreon trolling` selectively the. operation of the tietenL4 miningfmeans; and means supervising the selec tive operation of the determining means; said-sure` per-visoryt means operating` in response tofa-vve.. hicle entering a fixed-portionofthey approaclivA roadv atfanyl instantv beyond a. predetermined po riod-foi'substantial duration, to operate the. demy with the-Selecitivevoperation ofthe control means, andii-n'respouse-to a vehicle entering` the said iix'edportion ointhev approach road at any instantd-uringf theaforesaid predetermined period to operate ther determining means independentlyv of the contro' meansto direct passageof the vehicle onto a pre-i determinedone ofthe branch roads, the aforosaid 'predetermined period of ltime starting-withthe passage of the vehicle into another portion",l of the approach road in advance of the saidXed portion, thereof, and'terminating with the, lilas,-I sage o the vehicle into the `saidiixed portions.. y

3. -In combination with aroad system including aroadiormingman approachA to a junction/hav.`

ingabranch ,roads extending y therefrom; direting means-for -tralc including means fordeterminerv ine thehranch road that may be taken .by awe, hicle from the junction; control means selectively;` operable from the vehicle for'controlling selen-.-y tivelylthefoperation of the determiningmeanse.- and ,means supervising the selective-operation of' the' determiningwmeans, said supervisory-mearls`r operating inresponse to -avehicle utilizing any1' period of i time greater than a certain `predeter` mined-` period of substantial duration in pass-ing"A over' agiven `portion-1 of i the uapproacl'iroad; to operater the determining means in accordance With-the selective operation vof the control means.; and in response to a vehicle Vutilizing` any -peri'oi''Y o'time less than the aforesaid certain periodinf' passingovervthe same portion of the approachlf road, toV operate the determining"l meansr independentlyofjthe control means to direct passage-*j of the vehicle onto a predetermined one of the said branch roads.

4. In combination with a road system including a road forming an approach to a junction having branch roads extending therefrom; directing means for traine including means for determining the branch road that may be taken by a vehicle from the junction; control means selectively operable from the vehicle for controlling selectively the operation of the determining means; and speed responsive means supervising the selective operation of the determining means, said speed responsive means operating in response to a vehicle traveling at any speed less than a certain predetermined speed over a given portion of the approach road, to operate the determining means in accordance with the 'selective operation of the lcontrol means, and in response to a vehicle traveling at any speed greater than the aforesaid predetermined speed in passing over the same portion of the approach road, to operate the determining means independently of the control means to direct passage of the vehicle onto a predetermined one of the said branch roads.

5. In combination with a road system including a road forming an approach to a junction having branch roads extending therefrom; directing means for traffic including means for determining the branch road that may be taken by a vehicle from the junction; control means selectively operable from the vehicle for controlling selectively the operation of the determining means; and means supervising the selective operation of the determining means, said supervisory means operating in response to a vehicle entering a Xed portion of the approach road and utilizing any period of time greater than a certain predetermined period of substantial duration in passing over another portion of the approach road in advance of the said xed portion, to operate the determining means in accordance with the selective operation of the control means, and in response to a vehicle entering the said iixed portion and utilizing any period of time less than the aforesaid predetermined period in passing over the said another portion of the approach road, to operate the determining means to direct the vehicle onto a predetermined branch road irrespective of the selective operation of the control means.

6. In combination with a road system including a road forming an approach to a junction having branch roads extending therefrom; directing means for traic including means for determining the branch road that may be taken by a vehicle from the junction; control means selectively operable from the vehicle for controlling selectively the operation of the determining means; and means supervising the selective operation of the determining means, said supervisory means operating in response to a vehicle entering a fixed portion of the approach road at any instant beyond a predetermined period of time, to operate the determining means in accordance with the selective operation of the control means, and in response to a vehicle entering the said fixed portion of the approach road at any instant during the aforesaid predetermined period of time, to operate the determining means to direct the vehicle onto a predetermined branch road irrespective of the selective operation of the control means, the aforesaid predetermined period of time starting with the passage of the vehicle into another portion of the approach road in advance of the said xed portion thereof, and

terminating with the passage of the vehicle into the said xed portion.

7. In combination With a road system including a road forming an approach to a junction having main and turnout roads extending therefrom; directing means for tralc including means for determining the road that may be taken by a vehicle from the junction; control means selectively operable from the vehicle for controlling selectively the operation of the determining means; and means supervising the selective operation of the determining means, said supervisory means operating in response to a vehicle utilizing a period of time greater than a certain predetermined period of substantial duration in passing over a given portion of the approach road, to operate the determining means in accordance with the selective operation of the control means, thereby to enable the operator of the vehicle to determine selectively the road that may be taken by the vehicle from the intersection, and in response to a vehicle utilizing any period of time less than the aforesaid certain period in passing over the same portion of the approach road, to operate the determining means to direct passage of the vehicle onto the main road irrespective of the selective operation of the control means.

8. In combination with a road system including a road forming an approach to a junction having main and turnout roads extending therefrom; directing means for traiiic including means for determining the road that may be taken by a vehicle from the junction; control means operating selectively in response to the vehicle operating with power-on or power-off the vehicle motors to control selectively the operation of the determining means; means supervising the selective control of the determining means, said supervisory means operating in response to a vehicle utilizing a period of time greater than a certain predetermined period of substantial duration in passing over a given portion of the approach road, to permit selective control of the determining means by said control means, and in response to a vehicle utilizing a period of time less than the aforesaid certain period in passing over the same portion of the approach road, to compel operation of the determining means to direct passage of the vehicle onto the main road irrespective of the selective operation of the control means; and means for operating the determining means in accordance with the operation of the control and supervisory means.

9. In combination with a road system including a pair of main roads for vehicle movements in opposing directions, one of the main roads iorming an approach to a junction having a main and turnout branch extending therefrom With the turnout branch intersecting the other of said main roads; directing means for tramo on the said one road including' means for determining the branch that may be taken by a vehicle from the junction; control means selectively operable from a vehicle on the said one road, for operating selectively the said determining means; means operating in response to a vehicle entering a given portion of the said other road in advance oi the intersection of the turnout therewith, for operating the determining means for the main branch; and means operating in response to a vehicle on the said one road for preventing an operation of the determining means by a vehicle on the other road, while the vehicle on the said one road is passing from the approach onto one or the other I of said branches.

10. In combination with a road system including a pair of main roads for vehicle movements in opposing directions, one of the main roads forming an approach to a junction having a main and turnout branch extending therefrom with the turnout branch intersecting the other of said roads; directing means for trafc on the said one road including means for determining the branch that may be taken by a vehicle from the junction; control means selectively operable -from a vehicle on the said one road, for operating selectively the said determining means; and means operating in response to a vehicle occupying a given portion of the other road in advance of the intersection of the turnout therewith, for conditioning the said control means to provide an operation of the determining means for the main branch irrespective of the selective operation thereof by a vehicle on the said one road.

11. In combination with a road system including a pair of main roads for vehicle movements in opposing directions, one of the main roads forming an approach to a junction having a main and turnout branch extending therefrom with the turnout branch intersecting the other of said main roads; directing means for traflc on the said one road including means for determining the branch that may be taken by a vehicle from the junction; control means selectively operable from a vehicle on the said one road, for operating selectively the said determining means; means operating in response to a vehicle entering a given portion of the other road in advance of the intersection of the turnout therewith for operating the determining means for the main branch; and means operating in response to a vehicle occupying the said given portion of the other road, for locking the said control means to prevent an operation of the determining means for the turnout branch.

12. In combination with a road system including a pair of main roads for vehicle movements in opposing directions, one of the main roads forming an approach toa junction having a main and turnout branch extending therefrom with the turnout branch intersecting the other of said main roads; directing means for traiiic on the said one road including means for determining the branch that may be taken by a vehicle from the junction; control means selectively operable from a vehicle, and operating in response to a vehicle entering the approach to the junction and the selective operation of the operator of the vehicle for operating selectively the said determining means; and means operating jointly in response to a vehicle entering a given portion of the said other road in advance of the intersection of the turnout therewith and to a vehicle occupying a given portion of the said approach, for operating the determining means for the main branch.

13. In combination with a road system including a pair of main roads for vehicle movements in opposing directions, one of the main roads forming an approach to a junction having a main and turnout branch extending therefrom with the turnout branch intersecting the other of said main roads, directing means for traiiic on the said one road including means for determining the branch that may be taken by a vehicle from the junction; control means selectively operable from a vehicle on the said one road for operating selectively the said determining means; and means operating jointly in response to a vehicle entering a given portion of the said other road in advance of the intersection of the turnout therewith, and to a vehicle occupying a given portion of the said one road in advance of the junction, for operating the determining means for the main branch.

HENRY A. BROWN.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 773,324 Hopewell Oct. 25, 1904 978,053 Olmsted Dec. 6, 1910 1,187,872 Thompson June 20, 1916 1,763,011 Shaver June 10, 1930 1,865,193 Kinghorn, Jr June 28, 1932 1,913,729 Shaver June 13, 1933 2,039,828 Nicholson May 5, 1936 2,092,021 Richterkessing Sept. 7, 1937 FOREIGN PATENTS Number Country Date 143,437 Great Britain Feb. 6, 1920 643,665 France Nov. l8, 1927 

